Heating system.



E. H. GOLD.

HEATING SYSTEM.

APPLICATION FILED 4n. 13,1908.

Patented Nov. 3, 1908.

2 SHEETS-SHEET 1.

Patented Nov. 3, 1908.

2 SHEETS-SHEET 2.

May

E. H. GOLD.

HEATING $YSTEM.

APPLICATION FILED APE.13,1908.

moon.

EGBERT H. GOLD, OF CHICAGO, ILLINOIS.

HEATING SYSTEM.

Specification of Letters Patent.

Patented. Nov. 3, 1908.

Application filed April 13, 1908. Serial No. 426,718.

T all whom it may concern:

Be it known that I, EGBERT H. GOLD, a citizen of theUnited States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Heating Systems, of which. the following is a specification.

My invention, while adaptable for use wherever a circulating heating medium can be utilized, is especially adapted to meet the conditions which exist in the heating of railway cars, in which a supply of heating medium, such as steam, is taken from a train pipe, which extends the length of the train, and is distributed through several independent radiating systems, as, for example, in

the heating of compartments in a car. Furthermore, my nvention is peculiarly adapt able and useful in the heating of thevarious compartments of railway cars of the type commonly used in England, such as illustrated in the accompanying drawings, in which the compartments are each provided with a door opening directly through the side of the car and extending to the level of the floor of the compartment, making it impractical to distribute steam through mains extending lengthwise of the car above the floor.

Among the objects of my invention is the provision of such a system in which the steam taken from the train pipe may be distributed through an auxiliary main extending underneath the car to independent radiating systems located. preferably, in different compartments of the car and in such a manner as to provide a gentle heat at a relatively low temperature regardless of the temperature or pressure of the steam supplied from the train pipe or other principal source of supply. It should be borne in mind. howeverithat my invention is adaptable for use in other situations and is 'not necessarily limited to a train heating system.

suitable embodiment of my invention. when arranged for heating a railway car of the type above noted. is shown in the accompanying drawings, in which Figure l is a longitudinal section through the lower part of the body of such a car. Fig. 2 is a plan view of Fig. 1. Fig. 3 is a transverse section on the line 33 of Figs. 1 and 9. looking in the direction indicated by the arrows. Fig. 4 is a transverse section on the line 4- of Figs. 1 and 2 looking in the direction indicated by the arrows; and Fig. 5 is an enlarged, vertical section through the automatic controlling apparatus.

Like characters of reference indicate the same parts in the several figures of the drawings.

A indicates the floor of a car, said car being divided into compartments B, B, and an open section C. It will be noted that the car is shown as brokenfaw'ay substantially midway of its length. I), D indicate the side doorways which are usual in this type of car, and which ordinarily extend to the floor of the car.

E, E and F "indicate the separate radiating systems for the compartments B, B.

G indicates the heaters located beneath the seats on opposite sides of the aisle H in the open sect-ion C of the car.

I is the train pipe which supplies steam at high pressure to the train from the locomotive. From the train pipe a feeder J takes steam at high pressure to the inlet end of the automatic regulating device K, from which the steam passes to the controlling valve L and also passes, by a branch M interposed between the inlet end of the regulator K and the Valve L to an auxiliary main N, which extends beneath the car. This auxiliary main N preferably extends the entire length of the car at an angle to the plane of the bottom of the car and is provided at each end with an automatic trap O. A branch P of the main N extends across the car, and lengthwise of the car below the open section C, to an automatic trap O. The auxiliary main N supplies feed pipes Q, through hand operated valves R, with steam forthe radiators E, F. The valves R are preferably operated by handles 1' which extend above the floor in the coinpartments D. The radiators E, F are preferably arranged to incline away from their inlet ends to permit water of condensation to escape through pipes S. T to automatic traps II. These automatic traps are not shown in detail, as such traps are common in this art and any usual form of trap may be used. g

In the open section C radiators G are provided below each seat and are supplied with steam through branch pipes V whicl' connect with the auxiliary main N. Preferably the supply of steam to the open section C is controlled by Valves X'located on opposite sides oi the car and controlling the supply the water of condensation will drain ofi.

tl ircipgh the pipes V into the auxiliary mains The controlling device K, illustrated in detail in Fig. 5, consists of a casing con taining an inlet chamber 1, to which steam is supplied by the feed pipe J. Leading from the inlet chamber 1 is a port 2 controlled by valve 3, Steam flowing from chamber 1 through port 2 into valve chamber 4 passes out of valve chamber 4c to the branch or feed pipe M. The stem 5 of the valve 3 passes through a stuffing box 6 provided with a dust guard 7 and is pivotally connected to one arm of a bell crank lever 8, which bell crank lever is pivoted at 9 upon a part of the structure and is pivotally connected at 10 with a stem 11, which is arranged to be actuated by the expansion of a diaphragm 12 located in a casing 13. The diaphragm 12 may be the familiar formof closed casing partially filled with a volatile fluid, or the device may be actuated by any other suitable thermostatic member. L0-

cated in the casing of the regulating device K is a return chamber 14, which leads by a passage 15 to the diaphragm chamber 16, which, in turn, communicates with the atmosphere through openings 17. I

The control valve L comprises a casing communicating by a pipe W withthe steam pipe M. 18 is a valve controlling the admission of steam to the interior of the casing of the valve L. This valve 18 is seated to close the admission port of the valve L by a spring 19, the compression of which is adjusted by a stud 20 which is screwed into the casing of the valve L. This stud may be adjusted so that there will be no compression upon the valve 18 or so as to require any pressure up to full train pipe pressure, to open the'valve 18. From the interior of the valve L steam passes through a pipe to to the return chamber 14 of the controlling device, and thence to the diaphragm chamber 16.

As shown in the drawin s the circuit from the inlet end of the controlling device K to the valve L and back to the return end of the controlling device K is a relatively short circuit which does not include any effective radiator. If the device be operated with no compression upon the valve 18,

steam from the train pipe will enter the chamber 1, pass through the port 2 to the chamber 5, and thence through pipes M and \V, the valve L and pipe 10 to the return chamber 14, and then to the diaphragm chamber, where the live steam will expand the diaphragm chamber, raise the stem 11,

rock the lever 8 and close the valve 3, thus shutting ofi steam from the device. Upon the cooling of the diaphragm 12, it will contract, the movement of the controlling apparatus will be reversed and steam from the train pipe will again pass through the circuit above noted. With such an adjustment, there will ordinarily be no eflicient heating of the car, but steam will be supplied to the controlling apparatus in such a manner as to prevent freezing of it and keep it in working order. If, now,,the"stud 20 be adjusted so as to give such compression to the spring 19 that it will require,- for example, a pressure of five pounds, against the face of the valve 18, to open it, steam entering through the inlet end of the controlling device wilr first fill all of the open supply and radiating pipes of the system, forcing out cold air. and the accumulated water of condensation, if any, through the various traps O and U. As live steam enters these various traps, each trap will close until all outlets from the system shall have been so closed, whereupon the pressure will rise until a suflicient pressure is accumulated within the system to open the valve 18. When this occurs, steam will pass through the valve casing L to the thermostatic member of the controlling device, which will thereupon expand and throttle the inflow of steam. In practical ope'ration the valve 3 will sometimes close to completely shut ofi the flow of steam, whereupon the loss of pressure by condensation will result in the closing of the valve L, thereby shuttingof'f steam from the diaphragm 12, permitting the diaphragm to cool and the valve 3 to reopen to admit steam until sufficient pressure accumulates to again open the valve piece 18 of the valve .L. At other times the operation may be such as to merely throttle the inflow of steam without absolutely shutting it off, with the result that there will be a constant, limited inflow of steam and the valve piece 18 will be keptmore or less constantly away from its seat to permit the passage throughthe valve L of sufiicient steam to keep the diaphragm 12 partially expanded.

If the stud 20 be so adjusted as to hold the valve piece 18.immovably to its seat, such adjustment will cut out of the system the thermostatic element of the controlling device, with the result that the supply steam will be unchecked and the car will be heated by a high pressure system. But, with the stud 20 adjusted so as to insure having the cold air and water of condensation t in circuit with said conduit, arranged to be through the trap U, afterwhich the trap U will automatically close and the radiator E will be filled with low pressure steam and will be kept in that condition and free from water of condensation by the automatic action of the trap U.

The control of the supply of steam to the open section C is practically the same as for the compartments B, if the open section C be considered as a single compartment having two sets of radiators G supplied by the auxiliary mains N and P, respectively.

By this combination, I, in effect, provide the car with a thermostatic pressure reducing device which takes steam at any available high pressure from the train pipe and maintainsit at any desired lower pressure in the auxiliary mains, and I connect these auxiliary mains with a plurality of independent radiating systems which are kept suppliedwith 'low pressure steam by means of the valves R and the traps U, with which each such independent system is fitted, while, at the same time, I provide a unique way for in effect shutting ofi' steam from the car while keeping the-controlling apparatus under the influence of steam.

As previously noted, my invention is .not limited in the details of the apparatus to the embodiment thereof shown in the drawings.

I do not here claim the combination with a plurality of systems of pipes, of a valve for com'rolling the flow of fluid to said systems, a thermostat adapted to operate said valve, one of said systems having means for conductii'ig steam therefrom to the thermostat, and one or more of said systems having outlets directly, to the atmosphere, but reserve the right to claim such subject-matter, herein disclosed and not herein claimed, in my co-pending application Serial No. 299,529, the present application relating to a structure in which there is interposed between the inlet valve of the controlling device and the thermostatic member of said. device a valve which may be actuated automatically by the condition of the heating medium, or may be adjusted to be so actuated.

I claim:

1. The combination with means for sup-- plying a heating medium at relatively high m'essure, of a thermostatically actuated regulating device, means for conducting said high pressure heating medium to the inlet end of said regulating device, a conduit extending from the inlet end of said regulating device to its thermostatic element, means interposed in said conduit to control the passage of the heating medium to the thermostatic element of said regulating device, said means being arranged. to be actuated by the heating medium in said conduit to open said fluid passage and a radiator, not

supplied with conduit.

The combination w.

heating medium from said ith means for supplying a heating medium at relatively high pressure, of a radiator and a thermostatic pressure-reducing device capable of ad justment to reduce the pressure of the heat ing medium supplied from said high pressure supply to said. radiator, the thermostatic member of said pressure-reducing device not being in circuit with said radiator, but being located in a separate circuit said separate circuit being provided with a dischargeport and being in communication with the radiator circuit on the supply side of said radiator, in combination with a valve located in said separate circuit and capable of adjustment so as to either non-yieldingly or yieldingly close said circuit, as required.

3. In a car heating apparatus, the combination with a train pipe arranged to supply steam at relatively high pressure, of a thermostatically operated controlling device,

means for supplying steam from the train pipe to the inlet end of said device, a steam conduit leading'from the inlet end of said device, to its thermostatic element, valve mechanism arranged in said conduit to obstruct the passage of steam to said-thermostatic element, but arranged to be opened by a predetermined pressure in said conduit, a radiator arranged in the car but not in circuit with said condpit, means for supplying steam from said conduit to said radiator and an automatic steam trap connected with said radiator.

' 4. In a car heating apparatus, the combination with train pipe arranged to supply steam at relatively high pressure, a plurality of radiators arranged in a car and arranged to be supplied with steam from the train pipe, a separate steam trap connected with each radiator, separate supply valves arranged toindependei'ltly control the inflow of steam to their respective radiators and a thermostatically actuated pressure-reducing appa atus comprising an automatic regulating device and a controlling valve adj ustable to open under pressure and interposed between the train pipe and the radiators, said automatic device and control valve being arranged in circuit with each other but not 111 circuit with the radiators, whereby steam from the train pipe will pass through the inlet end of the automatic device through a conduit to said control valve and through said control valve to the thermostatic member of said automatic device whereby the expansion of said thermostatic member will control the inflow of steam from said train pipe.

5. A car heating system comprising the combination of train pipe arranged to supply steam at relatively high pressure, an infig scams let valve, a feed pipe leading from'the train pipe to said inlet valve, a thermostatic member arranged to actuate said inlet'valve, a conduit leading from said inlet valve to said thermostatic'member, a valve interposed in said conduit to close the steam passage therethrough, said valve being adjustable so as to leave said steampassage open or so as to open to permit the passage of steam thereto to said thermostatic member only under the influence of a predetermined thermostatic condition of the steam in said conduit between said inlet-valve and saidvcontrolling Valve, a plurality of radiators arranged in'the car, each radiator being provided "with an independent inlet valve and with an independent steam trap anda steam supply pipe connect- 1 .ing with said conduit between said firstnamed inlet valve and said control valve but not in circuit therewith and arranged to vsupply steam to said radiators. V

' 6. The combination with a car divided into a plurality of compartments, of atrain pipe extending lengthwise of the car and below the floor f the car, anvauxiliarymain,

vextending lengthwise of the car and below the floor, a steam conduit extending from the train pipe to said main, an inlet valve interposed in said conduit, a thermostat arranged to actuate said valve, a by-pass leading from 'said valve to said thermostat, a control valve arranged to control the passage through said by-pass, said control valve being interposed in said by-pass beyond its junction with said conduit and being adjustable so as to either leave said by-pass unobstructed or so as to be opened by a predetermined condition of steam insaid by-pass between said inlet tively.

EGrBER'l H. GOLD. Witnesses:

- P. H. TRUMAN,

H. L. PECK. 

